N811SS

Roger that.

ZuluZulu --> Thanks for the well written/reasoned response above. I am still at a bit of a loss understanding where ArtVandelay is coming from and why he thinks he needs to come to the rescue of any potentially interested buyers that he implies I am attempting to bamboozle. I feel my classified ad for N811SS is not False Advertising nor Deceptive Marketing and is an Honest Representation of a very good machine. I have been flying Mooney's for 40+ years (i got my PPL at age 17) and have owned several over the years...the term "201 Clone" is not something I invented but rather a commonly used term to describe extensive 201"J" alterations to a longbody F model or short body "C/E" model (including electric gear which was a big deal back in the 1980's). A quick search of the internet shows the verbiage "201 clone" being used in the exact same way for several other Mooneys (see attachments below) and has been so for many decades now. If an expert (i.e. the folks at MooneyFlyer.com) tell me the term has fallen out of favor for a valid reason then I will change the language of my classified ad accordingly. I suppose saying the N811SS is '..even better because of all the upgrades..." could be viewed as more SUBJECTIVE rather than OBJECTIVE (i.e. is a 3-blade prop better than 2-blade? is a tuned exhaust better? is Electronic Ignition better? is having a GEM better than not having one?). For me I feel these are important enhancements and increase the airplanes value/resell. However, by way of total transparency to any interested buyer, I provided a list below of my cost ($-parts + $-labor) for some of the upgrades I have applied since acquiring N811SS in 2009 and a link to the mfg describing the features/advantages of these upgrades (fyi - these are the mfg'rs words NOT mine ArtVandelay): * PowerFlow Systems (Tuned exhaust) - part $4,700 + $520 install labor = $5,220 https://www.powerflowsystems.com/products/mooney/mooney-200210hp-io360 * ElectroAire EIS-41000 (Electronic ignition) - part $1,950 + $570 install labor = $2,520 http://www.electroair.net/ourHistory.html * Insight G2 GEM (graphic Engine Monitor) - part $1,600 + $1,000 install labor = $2,600 http://www.insightavionics.com/bestg2.htm * N811SS came with a three blade prop when I purchased it but normally it would be about a $3k upgrade. Here is a link to a robust discussion on MooneySpace between 3 vs 2 blade props:

Ouch! Not sure where the hostility is coming from but sorry you don’t like my airplane. I think Most owners would consider i) three blade prop, ii) power flow exhaust, iii) electronic ignition, iv) speed brakes, etc, etc….Upgrades to a “J” model. She has been a pretty good machine for me.

I may have my terminology wrong (STC's vs. 337's). I can tell you that when they turned this M20F into a 201-clone it involved pages-n-pages-pages of Mooney factory parts diagrams and installation instructions involving (but not limited to); cowling, engine compartment, panel, gear, windshield, etc. I think most mechanics view this bird as a 1982 J model instead of 67 F model. For gear and flap extension speeds I just go by the M20F PoH. Stall speed (clean and dirty) is pretty much spot on.

Some unique upgrades for sure. The ENCO cabin cooler fans and Aileron trim are actually very useful.

Selling equipment below separately but will need to hold on to gear until airplane sells.

Correct, the bracket left passenger window is for the stratus II. It is connect to airplane power via 12v adapter (cigarette lighter). I have tried every possible location and this is best I think. Stays cool, has good reception, is completely out of the way and can be visual checked for lights and rebooted by pilot if necessary. Set it and forget it.

Asking Price = $121,300 aircraft located at KSEE (El Cajon near San Diego, CA. might consider partnership arrangement if aircraft can stay in KSEE

1967 M20F serial number 670064 with TTAF= 6,620 with last annual complete in Nov. 2021, all AD’s complied with. Engine Lycoming IO360-A1A, TSMOH = 780 hours done by Ameritech in 2014. Last prop OH was 300 hours ago. Aircraft painted in 2009 with interior redone in 2003. Right tank strip-n-reseal in 2021. Avionics: · Audio selector – PS Engineering PMA6000 · Garmin GNS430W (WAAS enabled, factory upgraded in 2017) · Second Comm TKM MX-11 (installed 2017) · Second Nav Narco Nav122 centerline VOR localizer & glideslope · Garmin 496 with panel dock · Appareo Stratus II, perfect for using Foreflight on your iPhone and iPad. · Garmin GTX330ES - ADS-B out (Installed 2019) Airplane Equipment & Instrumentation: · Complete 201 M20J factory STC’d retro fit in 1986 (one piece slopped windshield, gear retraction, panel, cowling, oil cooler relo, air filter box, horizontal fairing, flap gap seals, elevator hinge covers, RAM air induction, tanks 64 gallons total) · McCauley 3 bladed Prop with polished Aluminum spinner · Power flow exhaust – tuned exhaust (installed 2020) · Electronic Ignition Electro Aire 41000 (installed 2014) · Insight GEM graphic engine monitor G2 (installed 2021). Perfect for LOP operations. · Brittain Autopilot (Accu-trak B-11 and Accu-flite B12) Heading bug and Nav tracking coupled to Nav 1 or Nav2. No Altitude hold. · Electric gear · Electric elevator trim · Electric aileron trim · Hydraulic flaps · Pneumatic retract step · Precise Flight Speed brakes · Precise Flight Stand-by vacuum system · ACK E-04 ELT (installed 2017) · Davtron 5 function display (Volts, Density Alt, Pressure Alt, Temp F, Temp C) · Airspeed gauge with Ture airspeed indicator · EMCO cabin cooler STC’d – blower motor ventilation located behind hat rack · Enhanced aircraft lighting: o Whelen Aviation 3 position strobe lights o High intensity LED landing light in nose o Wing mounted LED Taxi way lights o Wing mounted collision avoidance Pulse light o Tail illumination lights · Rosen Sun Visors · Bruce’s custom canopy cover (installed 2021) · Fuel tank sight gauges · Quick drain oil coupling · Auxiliary power connection · 4 place intercom Contact ---> Mark Farabaugh at 760-445-8983 (mafarabaugh@sbcglobal.net) M20F Mooney for sale.pdf

I have decided to sell my M20F Mooney (201 clone). Here is the link on trade-a-plane: https://www.trade-a-plane.com/search?category_level1=Single+Engine+Piston&make=MOONEY&model=M20F&listing_id=2407870&s-type=aircraft It is a 1967 M20F Mooney but had the factory conversion in the mid 80's to turn it into a 201. Very good IFR machine, tons of upgrades (see attached document). Mark Farabaugh cell: 760 445 8983 M20F Mooney for sale.pdf

I have decided to sell my M20F Mooney (201 clone). Here is the link on trade-a-plane: https://www.trade-a-plane.com/search?category_level1=Single+Engine+Piston&make=MOONEY&model=M20F&listing_id=2407870&s-type=aircraft It is a 1967 M20F Mooney but had the factory conversion in the mid 80's to turn it into a 201. Very good IFR machine, tons of upgrades (see attached document). Mark Farabaugh cell: 760 445 8983 M20F Mooney for sale.pdf

Hello Adam - I have decided to sell my M20F Mooney (201 clone). Here is the link on trade-a-plane: https://www.trade-a-plane.com/search?category_level1=Single+Engine+Piston&make=MOONEY&model=M20F&listing_id=2407870&s-type=aircraft It is a 1967 M20F Mooney but had the factory conversion in the mid 80's to turn it into a 201. Very good IFR machine, tons of upgrades (see attached document). Mark Farabaugh cell: 760 445 8983 M20F Mooney for sale.pdf

One day I showed up to the airplane and there was no pressure on left brake peddle. Mechanic got rid of the bubble by bleeding the brakes and forcing hydraulic fluid up from the bottom of the felt brake caliper. Great, I thought, I have braking action back. However, now I can only barely push the plane back into its parking space and I can hear that left brake screeching as it rolls backwards. Taxi and takeoff require a lot more right rudder because those left brake pads are squeezing the rotor. Mechanic said that’s just the way it is and no adjustments are available. Any suggestions?

Hello All, here is my update - By God, preliminary/premature results (i.e. after only 5 hours of flight time) do hint at a reduction in oil consumption since I installed the black extension tube (see photo from my original post). Where I used to be a consistent 1qt each 3.5 hours I think I am now seeing about 1qt. every 4.5 hours. Go figure! Perhaps Carusoam is correct when he says: "...case venting --> It is important to have the proper length, diameter, ice / vent hole, bends...this is important because there are so many variables involved..." Now my challenge is figuring out what is the optimal part for my particular aircraft. I can't use history because this machine has had so many changes since it originally rolled off the assembly line over 53 years ago (i.e. 201 cowling, cowl flaps closure amount tweaked, powerflo exhaust, electronic ignition, stand-by vacuum, engine rebuilds, air/oil separator put-on then taken-off, etc.) . I wish I could find specs on what Mooney says it should be for perhaps a "J" model. I walk around the airport and try to take a peek at what other Mooneys have installed and it seems there is no one consistent configuration. I suspect the length of the tube is important because I could see where air pressure rushing out the bottom of a closed cowl flap would be greater and hence creating a low pressure environment. Any advice? What does your exit tube look like? How far back does the exit pipe go? Does to extend beyond the end of the cowl flap? I know this is not the most important thing in the world but would like to take my best shot at getting it as good as it can be.

p.s. -- Why is number 3 always the problem child cylinder?